Control equipment for a vehicle and control method thereof

ABSTRACT

A control device for a vehicle which has a function to reduce the change-speed shock when changing the speed by controlling the transmission of the vehicle. The control device performs the switching between a manual change-speed mode in which the vehicle speed can be changed based on a change-speed command generated by manual operation and an automatic change-speed mode in which a transmission gear ratio can be controlled based on the predetermined change-speed characteristic. Thereby the reduction amount of the change-speed shock can be changed between the manual change-speed mode and the automatic change-speed mode.

BACKGROUND OF THE INVENTION

The present invention relates to a control device for a vehicle whichcan change the speed by the manual operation change-speed in addition toan automatic change-speed based on a usual shift map.

In the prior art, an automatic transmission performs automaticallyperforms the change-speed operation by retrieving the shift map usingdetection values such as a vehicle speed and an engine load as aparameter, and selecting and establishing the optimum speed range.

In such an automatic transmission, it is difficult to select the optimumspeed range in all kinds of states of running, because the change-speedcharacteristic is set based on a general state of running. There is aproblem that the speed range is uniformly decided, although the controlamount of the accelerator pedal and the opening of the throttle valveare detected to reflect the will of a driver.

Moreover, although there is the change-speed characteristic in which ahigh value is put on the fuel consumption, or the one in which a highvalue is put on the power performance, neither is difficult to say thatthe change-speed characteristic corresponding to the favor of the driveris completely achieved.

Then, the automatic transmission for the driver to be able to operatethe switch and the lever and to select arbitrary speed range isproposed.

Moreover, the one to reduce the engine torque in order to reduce thechange-speed shock when changing the speed is proposed in the JapanesePatent Application Laid-Open No. 58-207556.

In these ones, the engine torque is reduced by using the number ofrevolutions of the transmission input shaft or the engine speed wherethe number of revolutions changes based on the output of the timer orwhen changing the speed, as a parameter. Thus, the amount of thereduction of the engine torque was constant, or a set valuecorresponding to the engine load.

As is disclosed in the Japanese Patent Application Laid-Open No.58-207556, the change-speed shock is reduced naturally in the manualchange-speed mode when the reduction control for the engine torque isapplied to the automatic transmission with a manual change-speed mode.However, there is a problem of being not able to obtain the change-speedfeeling (direct feeling and vivid running) which a driver intends in themanual change-speed mode in that the sports running is assumed to bemain purpose, and becoming a heavy change-speed feeling.

SUMMARY OF THE INVENTION

The present invention provides a control device for a vehicle which hasa function to reduce the change-speed shock when changing the speed bycontrolling the transmission of the vehicle. The control device performsthe switching between a manual change-speed mode in which the vehiclespeed can be changed based on a change-speed command generated by manualoperation and an automatic change-speed mode in which a transmissiongear ratio can be controlled based on the predetermined change-speedcharacteristic. Thereby the reduction amount of the change-speed shockcan be changed between the manual change-speed mode and the automaticchange-speed mode.

As a result, it is able to obtain the change-speed feeling (directfeeling and vivid running) which a driver intends while reducing thechange-speed shock, even if the transmission mode is switched from theautomatic change-speed mode to the manual change-speed mode.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows the whole construction of the vehicle which uses thecontrol device for a vehicle according to one embodiment of the presentinvention.

FIG. 2 shows a flow chart by which controls of the change-speed clutch225 are switched between an automatic change-speed mode and a manualchange-speed mode.

FIG. 3 shows an example of the time chart of the change-speed operationby which the controls of change-speed clutch 225 are switched betweenthe automatic change-speed mode and the manual change-speed mode.

FIG. 4 shows an example of the time chart of the change-speed operationby which the controls of change-speed clutch 225 are switched betweenthe automatic change-speed mode and the manual change-speed mode.

FIG. 5 shows a flow chart by which the controls of electronicallycontrolled throttle 103 are switched between the automatic change-speedmode and the manual change-speed mode.

FIG. 6 shows an example of the time chart of the change-speed operationby which the controls of electronically controlled throttle 103 areswitched between the automatic change-speed mode and the manualchange-speed mode.

FIG. 7 shows a flow chart by which the controls of the dog clutches 220Aand 220C are switched between the automatic change-speed mode and themanual change-speed mode.

FIG. 8 shows an example of the time chart of the change-speed operationby which the control of the dog clutches 220A and 220C is switchedbetween the automatic change-speed mode and the manual change-speedmode.

FIG. 9 shows the whole construction of the vehicle which uses thecontrol device for a vehicle according to one embodiment of the presentinvention.

FIG. 10 shows a flow chart by which the controls of start clutch 202 areswitched between the automatic change-speed mode and the manualchange-speed mode.

FIG. 11 shows a time chart of the change-speed operation by which thecontrols of start clutch 202 are switched between the automaticchange-speed mode and the manual change-speed mode .

FIG. 12 shows the whole construction of the vehicle which uses thecontrol device for a vehicle according to one embodiment of the presentinvention.

FIG. 13 shows a flow chart by which the controls of motor generator 229are switched between the automatic change-speed mode and the manualchange-speed mode is shown in FIG. 13.

FIG. 14 shows the whole construction of the vehicle which uses thecontrol device for a vehicle according to one embodiment of the presentinvention.

FIG. 15 shows a flow chart in which the controls of an assist motor 232are switched between the automatic change-speed mode and the manualchange-speed mode.

DETAILED DESCRIPTION OF THE PREFFERED EMBODIMENTS

A control device for a vehicle according to one embodiment of thepresent invention will be explained hereinafter with reference to FIGS.1 to 15.

An embodiment of the whole construction of the vehicle which uses thecontrol device for a vehicle will be explained with reference to FIG. 1.

In the embodiment shown in FIG. 1, an engine is used as a powergenerating unit, and a gear type transmission as a power transmittingunit.

A control unit (C/U) 405 is provided with an electronically controlledthrottle control unit (ETC/U) for controlling an electronicallycontrolled throttle 103, an engine control unit (ENGC/U) 402 forcontrolling an engine 101, and a transmission control unit (ATC/U) 403for controlling a transmission.

The engine 101 has an engine speed sensor 102 for detecting the enginespeed, and an electronically controlled throttle 103 for adjusting theengine torque. The engine 101 is controlled by the engine control unit(ENGC/U) 402. The electronically controlled throttle 103 is controlledby the electronically controlled throttle control unit (ETC/U) 401.

The gear type transmission comprises a flywheel 201, a start clutch 202,a start clutch actuator 203, a wire 204, an input shaft 205, an outputshaft 301, gears 206, 207, 208, 209, 210, 211, 212, 213, 214, 215, a dogclutch 220A for 1st-2nd gear speed, a dog clutch 220C for 3rd-4th gearspeed, a shift actuator 221, a selection actuator 222, a shift fork 223,224, a change-speed clutch 225, a change-speed clutch actuator 226, anda revolutions number sensor 300 for the output shaft. The dog clutch for1st-2nd gear speed comprises a clutch hub 216A, a sleeve 217A,synchronizer rings 218A, 218B, and gear splines 219A, 219B. Further, thedog clutch for 3rd-4th gear speed comprises a clutch hub 216C, a sleeve217C, synchronizer rings 218C, 218C, and gear splines 219C, 219C.

Actuators 203, 221, 222, 226 which composes the gear type transmissionis controlled by the oil pressure or a motor based on a signal from thetransmission control unit (ATC/U) 403.

The engine torque output from engine 101 is transmitted to the inputshaft 205 of the gear type transmission through the flywheel 201 and thestart clutch 202. Next, the engine torque is transmitted to the outputshaft 301 through either of gears 206, 207, 208, 209, 210, 211, 212,213, 214, 215, and finally transmitted to tires in order to run thevehicle. The start clutch 202 which transfers the engine torque to theinput shaft 205 of the gear type transmission, is engaged or disengagedby the start clutch actuator 203 in order to control thetransmissibility of the engine torque.

The run between the 1st and the 4th gear speed is determined by movingeither of gears 210, 212 rotatable to the input shaft 205 or gears 207,209 rotatable to the output shaft 301, namely sleeves 217A, 217C ofmating clutches (ex. Dog clutches) 220A, 220C by shift forks 223, 224,and engaging either of gear splines 219A, 219B, 219C, 219D with clutchhub 216A, 216C. The shift forks 223, 224 is driven by the shift actuator221 and the selection actuator 222. Further, there are provided thesynchronizer rings 218A, 218B, 218C, 218D in order to synchronize theclutch hubs 216A, 216C with the gear splines 219A, 219B, 219C, 219D.

When the transmission is at the 1st gear speed, the driving shaft torqueof the input shaft 205 is transmitted to an output shaft 301 through thegear 206-the gear 207-the clutch hub 216A. The gear 207 and the clutchhub 216A are connected to each other by the sleeve 217A. When thetransmission is at the 2nd gear speed, the driving shaft torque of theinput shaft 205 is transmitted to the output shaft 301 through the gear208-the gear 209-the clutch hub 216A. The gear 209 and the clutch hub216A are connected by the sleeve 217A. When the transmission is at the3rd gear speed, the driving shaft torque of the input shaft 205 istransmitted to the output shaft 301 through the clutch hub 216C-the gear210-the gear 211. The gear 210 and the clutch hub 216C are connected bythe sleeve 217C. When the transmission is at the 4th gear speed, thedriving shaft torque of the input shaft 205 is transmitted to the outputshaft 301 through the clutch hub 216C-the gear 212-the gear 213. Thegear 207 and the clutch hub 216A are connected by the sleeve 217A.

As mentioned above, the dog clutches 220A, 220C are provided in each ofgears from 1st to 4 th gear speed. Only one gear is engaged by the dogclutches 220A, 220C while running, and others are disengaged.

Further, the 5th gear speed can be obtained by engaging the input shaft205 with the gear 214 b by the change-speed clutch 225. The change-speedclutch 225 is driven by the change-speed clutch actuator 226. It ispossible to prevent a driver from feeling heavy or to prevent an enginefrom reving up suddenly by controlling change-speed clutch 225, thuscontrolling the transmission torque while changing the speed.

Signals from vehicle sensors such as an accelerator pedal sensor 406 fordetecting the control amount of an accelerator pedal, an inhibitorswitch 407 for detecting the position of a shift lever, a output shaftrevolution number sensor 300 for detecting the number of revolutions ofthe output shaft, a mode switch 408 for switching manual change-speedmode and automatic change-speed mode, a plus switch 409 for raising thespeed range by one in the automatic change-speed mode, and a minusswitch 410 for lowering the speed range by one in the manualchange-speed mode, are input to the ATC/U 403 connected to the ENGC/U402 and the ETC/U 401 through communication lines 404 such as a CAN(Control Area Network).

The ATC/U403 understands the operating state from each signal taken, andcontrols the state of the start clutch and the position of the gearappropriately. The start clutch 202 is engagement-controlled during therun at a constant speed or the change-speed. Further, the ATC/U 403controls electronically controlled throttle 103 through the ETC/U 401 sothat the engine 101 may not rev up while changing the speed in theautomatic change-speed mode. Further, ATC/U 403 controls electronicallycontrolled throttle 103 and the change-speed clutch 225 to changesmoothly from the transmission torque immediately before change-speed tothe transmission torque immediately after change-speed. In addition, thecorrection value of the ignition time is sent from ATC/U403 to ENGC/U402to control the ignition time. In the manual change-speed mode, the ATC/U403 performs the control different from that in the automaticchange-speed mode. Namely, the change-speed shock, change-speed time,and so on are changed between the manual change-speed mode and theautomatic change-speed mode to set an appropriate value, therebyobtaining the sporty change-speed feeling which the driver intends. Thestart clutch 202 is engaged during the run at a constant speed or thechange-speed.

A flow chart by which the controls of the change-speed clutch 225 areswitched between the automatic change-speed mode and the manualchange-speed mode is shown in FIG. 2. This program is enabled andexecuted at a constant cycle of about 1-10 msec. In step 1001, it isdetermined whether there is a change-speed command. If not, then thechange-speed control is not performed, and the processing is returned instep 1005. If there is a change-speed command, In step 1002, it isdetermined whether the operation is in the automatic change-speed modeor in the manual change-speed mode. If the operation is in the manualchange-speed mode, then the change-speed clutch 225 is controlled in themanual mode in step 1003, and the processing is returned in step 1005.If the operation is in the automatic change-speed mode, then thechange-speed clutch 225 is controlled in the automatic mode in step1004, and the processing is returned in step 1005. By controlling likeabove, it becomes possible to reduce the change-shock and to make thechange-speed operation smooth in the automatic change-speed mode.Further, it becomes possible to perform a sporty change-speed operationwith the appropriate change-speed shock which the driver intends in themanual change-speed mode.

An example of the time chart of the change-speed operation by which thecontrols of change-speed clutch 225 are switched between the automaticchange-speed mode and the manual change-speed mode is shown in FIG. 3.This figure shows an example of the up-shift change-speed from 1st gearspeed to 2nd gear speed. The solid line designates the operation of eachpart in the automatic change-speed mode, and the dashed line designatesa manual change-speed mode. The axis of abscissa designates time.

The accelerator pedal control amount APS is assumed to be constant asshown in (A) of FIG. 3. The throttle opening TVO is assumed to be afunction of the control amount APS of the accelerator pedal excludingwhile changing the speed. For instance, the throttle opening TVO=a *accelerator pedal control amount APS+b (a and b are constants). As shownin (B) FIG. 3, assuming that the throttle opening TVO is constant attime t0 to time t1, as shown in (C) and (D) of FIG. 3, engine speed Neand vehicle speed VSP increase. And then, as shown in (F) of FIG. 3, thetarget gear position changes from the 1st gear speed into the 2nd gearspeed and the change-speed begins at time t1, when the vehicle speed VSPbecomes a fixed speed and it meets the change-speed requirement.

When the change-speed begins, the throttle opening TVO is first shutmomentarily as shown in (B) of FIG. 3. Further, the gear 207 isdisengaged by the 1st-2nd gear speed dog clutch 220A and the torque ofthe dog clutch on the 1st gear speed side is adjusted to be 0, as shownin (G) of FIG. 3. Naturally, the 3rd-4 th gear speed dog clutch 220C isat a neutral position. At this time, the load imposed to change-speedclutch 225 is raised in the automatic change-speed mode. This imposedload is obtained from the engine torque characteristic. This imposedload functions so that the output shaft torque bridging before thebeginning of the change-speed to after the end of the change-speed maybe allowed to change smoothly. On the other hand, the imposed load isnot applied to change-speed clutch 225 in the manual change-speed mode,and the output shaft torque under the change-speed is adjusted to be 0as shown in (J) of FIG. 3.

Next, as shown in (H) of FIG. 3, the gear 209 is engaged by the 1st-2ndgear speed dog clutch 220A at time t3 so that the dog clutch torque onthe 2nd gear speed side can be transmitted. At the same time, thechange-speed clutch 225 is disengaged in the automatic change-speed modeas shown in (I) of FIG. 3, and the change-speed clutch torque isadjusted to be 0.

By controlling the transmission as mentioned above, it becomes possibleto change the speed without a heavy feeling and a change-speed shock inthe automatic change-speed mode.

As shown in (C) of FIG. 3, a driver feels the change-speed shock aftertime t3 in the manual change-speed mode, because the engine revs upquickly and the synchronization of the engine speed cannot be takenduring the time t1 to t3. However, by controlling like this, it becomespossible to reduce the change-shock and to make the change-speedoperation smooth in the automatic change-speed mode. Further, it becomespossible to perform a sporty change-speed operation with the appropriatechange-speed shock which the driver intends in the manual change-speedmode. In addition, the consumption of the change-speed clutch 225 isreduced in the manual change-speed mode, and its durability is improved.

An example of the time chart of the change-speed operation by which thecontrols of change-speed clutch 225 are switched between the automaticchange-speed mode and the manual change-speed mode is shown in FIG. 4.The operation of the automatic change-speed mode is similar to FIG. 3.In the manual change-speed mode, an imposed load different from that inthe automatic change-speed mode is applied to the change-speed clutchduring time t1-t3 as shown in (I) of FIG. 4. When the transmission iscontrolled like this, the change-speed shock corresponding to theimposed load is occurred after time t3 in the manual change-speed mode,because the synchronization of the engine speed cannot be taken. Thisimposed load is obtained from the speed at which a plus switch 409 and aminus switch 410 are pushed, its strength and its frequency, a functionof the imposed load put in the automatic change-speed mode, etc. Bycontrolling like above, it becomes possible to reduce the change-shockand to make the change-speed operation smooth in the automaticchange-speed mode. Further, it becomes possible to perform a sportychange-speed operation with the appropriate change-speed shock which thedriver intends in the manual change-speed mode.

A flow chart by which the controls of electronically controlled throttle103 are switched between the automatic change-speed mode and the manualchange-speed mode is shown in FIG. 5. This program is enabled andexecuted at a constant cycle of about 1-10 msec. In step 2001, it isdetermined whether there is a change-speed command. If not, then thecontrol of the change-speed is not performed, and the processing isreturned in step 2005. If there is a change-speed command, In step 2002,it is determined whether the operation is in the automatic change-speedmode or in the manual change-speed mode. If the operation is in themanual change-speed mode, then the electronically controlled throttle103 is controlled in the manual mode in step 2003, and the processing isreturned in step 1005. If the operation is in the automatic change-speedmode, then the electronically controlled throttle 103 is controlled inthe automatic mode in step 2004, and the processing is returned in step2005. By controlling like above, it becomes possible to reduce thechange-shock and to make the change-speed operation smooth in theautomatic change-speed mode. Further, it becomes possible to perform asporty change-speed operation with the appropriate change-speed shockwhich the driver intends in the manual change-speed mode.

An example of the time chart of the change-speed operation by which thecontrols of electronically controlled throttle 103 are switched betweenthe automatic change-speed mode and the manual change-speed mode isshown in FIG. 6.

The operation of the automatic change-speed mode is similar to FIG. 3.When the accelerator control amount APS is changed after thechange-speed command is provided at time t1 as shown in FIG. 6(A), thethrottle opening TVO is controlled according to the operational states,ex. the engine speed Ne during time t1 to t3 when changing the speed inthe automatic change-speed mode as shown in (B) of FIG. 6. In a word, itis not reflected in throttle opening TVO for the driver to step on theaccelerator or not to step. On the other hand, the throttle opening TVOis controlled as a function of the accelerator pedal control amount APSduring time t1 to t3 when changing the speed in the manual change-speedmode as shown in (B) of FIG. 6. The change-speed clutch 225 iscontrolled based on either one of the time charts shown in FIGS. 3 and4. Because the engine speed Ne, etc. can be decided by the driver's willor the accelerator pedal control amount while changing the speed, sportychange-speed operation in which the driver's will is reflected can beobtained.

A flow chart by which the controls of the dog clutches 220A and 220C areswitched between the automatic change-speed mode and the manualchange-speed mode is shown in FIG. 7. This program is enabled andexecuted at a constant cycle of about 1-10 msec. In step 3001, it isdetermined whether there is a change-speed command. If not, then thechange-speed control is not performed, and the processing is returned instep 3005. If there is a change-speed command, In step 3002, it isdetermined whether the operation is in the automatic change-speed modeor in the manual change-speed mode. If the operation is in the manualchange-speed mode, then the dog clutches 220A and 220C are controlled inthe manual mode in step 3003, and the processing is returned in step3005. If the operation is in the automatic change-speed mode, then thedog clutches 220A and 220C are controlled in the automatic mode in step3004, and the processing is returned in step 3005. By controlling likeabove, it becomes possible to reduce the change-shock and to make thechange-speed operation smooth in the automatic change-speed mode.Further, it becomes possible to perform a sporty change-speed operationwith the appropriate change-speed shock which the driver intends in themanual change-speed mode.

An example of the time chart of the change-speed operation by which thecontrol of the dog clutches 220A and 220C is switched between theautomatic change-speed mode and the manual change-speed mode. Theoperation of the automatic change-speed mode is similar to FIG. 3. Asshown in (K) of FIG. 8, neutral command time Δtm of the command of the1st-2nd gear speed dog clutch is changed in the manual change-speedmode. As a result, the termination time of the change-speed is changedinto time 0t2. This neutral command time Δtm can be obtained from thespeed at which a plus switch 409 and a minus switch 410 are pushed, itsstrength and its frequency, a function of the neutral command time Δtagiven in the automatic change-speed mode, etc. It is also possible toset the neutral command time Δtm to 0 and delete the neutral command. Bycontrolling like above, the change-speed shock can be occurred after thetime t2, as shown in (J) of FIG. 8. As a result, it becomes possible toreduce the change-shock and to make the change-speed operation smooth inthe automatic change-speed mode. Further, it becomes possible to performa sporty change-speed operation with the appropriate change-speed shockwhich the driver intends in the manual change-speed mode.

FIG. 9 shows the whole construction of the vehicle which uses thecontrol device for a vehicle according to one embodiment of the presentinvention. In this embodiment, There is further provided a start clutchpedal sensor 411 for detecting a control amount of the start clutchpedal and a start clutch pedal actuator 412 for positioning the startclutch pedal and limiting its operation. The general operation is thesame as FIG. 1. In addition to the general operation, a signal of thestart clutch pedal sensor 411 is input to ATC/U403. In the manualchange-speed mode, the ATC/U403 controls the start clutch actuator 203according to an output signal from the start clutch pedal sensor 411,and engages/disengages the start clutch 202. By controlling like this,it becomes possible to perform a sporty change-speed operation which thedriver intends, because the driver's will is reflected on the controlsof the start clutch 202 in the manual change-speed mode. While, in theautomatic change-speed mode, the ATC/U403 controls the start clutchpedal actuator 412 to fix the position of the start clutch pedal, and tomake the control of start clutch 202 invalid. The fixed position of astart clutch pedal is located at the same level as the footrest. Bycontrolling like this, it becomes sure to engage/disengage the startclutch and to run safely in the automatic change-speed mode. Further, adriver can drive in a relaxed manner, because the start clutch pedal canbe used as a footrest.

A flow chart by which the controls of start clutch 202 are switchedbetween the automatic change-speed mode and the manual change-speed modeis shown in FIG. 10. This program is enabled and executed at a constantcycle of about 1-10 msec. In step 4002, it is determined whether theoperation is in the automatic change-speed mode or in the manualchange-speed mode. If the operation is in the manual change-speed mode,then the start clutch 202 is controlled in the manual mode in step 4003,and then the processing is returned in step 4005. If the operation is inthe automatic change-speed mode, then the start clutch 202 is controlledin the automatic mode in step 4004, and then the processing is returnedin step 4005. By controlling like this, it becomes possible to perform asporty change-speed operation which the driver intends, because thedriver's will is reflected on the controls of the start clutch 202 inthe manual change-speed mode.

An example of the time chart of the change-speed operation by which thecontrols of start clutch 202 are switched between the automaticchange-speed mode and the manual change-speed mode is shown in FIG. 11.The operation of the automatic change-speed mode is similar to FIG. 3.The ATC/U403 controls torque of the start clutch according to thecontrol amount of the start clutch pedal during time t1 to t2 in themanual change-speed mode, as shown in (L) and (M) of FIG. 11. Bycontrolling like this, it becomes possible to perform a sportychange-speed operation which the driver intends, because the driver'swill is reflected on the controls of the start clutch 202 in the manualchange-speed mode. While, in the automatic change-speed mode, theATC/U403 controls the start clutch pedal actuator 412 to fix theposition of the start clutch pedal, and to make the control of startclutch 202 invalid.

FIG. 12 shows the whole construction of the vehicle which uses thecontrol device for a vehicle according to one embodiment of the presentinvention. In addition to the construction shown in FIG. 9, there areprovided a motor generator 229 for outputting torque of the output shaftwhen starting or changing the speed, a motor generator clutch 228 fortransmitting the output of the motor generator 229, and a motorgenerator clutch actuator 227 for controlling the motor generator clutch228. The general operation is the same as that of FIG. 9. Further, inthe manual change-speed mode, the motor generator 229 is controlled togenerate a greater change-speed shock than in the automatic change-speedmode. By controlling like above, it becomes possible to reduce thechange-shock and to make the change-speed operation smooth in theautomatic change-speed mode. Further, it becomes possible to perform asporty change-speed operation with the appropriate change-speed shockwhich the driver intends in the manual change-speed mode.

A flow chart by which the controls of motor generator 229 are switchedbetween the automatic change-speed mode and the manual change-speed modeis shown in FIG. 13. This program is enabled and executed at a constantcycle of about 1-10 msec. In step 5001, it is determined whether thereis a change-speed command. If not, then the change-speed control is notperformed, and the processing is returned in step 5005. If there is achange-speed command, In step 5002, it is determined whether theoperation is in the automatic change-speed mode or in the manualchange-speed mode. If the operation is in the manual change-speed mode,then the motor generator 229 is controlled in the manual mode in step5003, and the processing is returned in step 5005. If the operation isin the automatic change-speed mode, then the motor generator 229 iscontrolled in the automatic mode in step 5004, and the processing isreturned in step 5005. By controlling like above, it becomes possible toreduce the change-shock and to make the change-speed operation smooth inthe automatic change-speed mode. Further, it becomes possible to performa sporty change-speed operation with the appropriate change-speed shockwhich the driver intends in the manual change-speed mode.

FIG. 14 shows the whole construction of the vehicle which uses thecontrol device for a vehicle according to one embodiment of the presentinvention. In addition to the construction shown in FIG. 9, there isprovided an assist motor 232 for outputting torque of the output shaftwhen starting or changing the speed. A change-speed clutch 225 is notprovided. The general operation is the same as that of FIG. 9. Further,in the manual change-speed mode, the motor generator 229 is controlledto generate a greater change-speed shock than in the automaticchange-speed mode. By controlling like above, it becomes possible toreduce the change-shock and to make the change-speed operation smooth inthe automatic change-speed mode. Further, it becomes possible to performa sporty change-speed operation with the appropriate change-speed shockwhich the driver intends in the manual change-speed mode.

A flow chart in which the controls of an assist motor 232 are switchedbetween the automatic change-speed mode and the manual change-speed modeis shown in FIG. 15. This program is enabled and executed at a constantcycle of about 1-10 msec. In step 6001, it is determined whether thereis a change-speed command. If not, then the change-speed control is notperformed, and the processing is returned in step 6005. If there is achange-speed command, In step 6002, it is determined whether theoperation is in the automatic change-speed mode or in the manualchange-speed mode. If the operation is in the manual change-speed mode,then the assist motor 232 is controlled in the manual mode in step 6003,and the processing is returned in step 6005. If the operation is in theautomatic change-speed mode, then the assist motor 232 is controlled inthe automatic mode in step 6004, and the processing is returned in step6005. By controlling like above, it becomes possible to reduce thechange-shock and to make the change-speed operation smooth in theautomatic change-speed mode. Further, it becomes possible to perform asporty change-speed operation with the appropriate change-speed shockwhich the driver intends in the manual change-speed mode.

What is claimed is:
 1. A control system for an automotive vehiclecomprising: a gear type power transmission comprising a start clutchtransmitting an output torque of an engine to an input shaft; aplurality of gears and a plurality of mating clutches for transmittingsaid engine output torque from said input shaft to an output shaft; ashifting clutch for transmitting said engine output torque from saidinput shaft and said output shaft; and a motor generator provided onsaid input shaft; said plurality of gears and said plurality of matingclutches being selectively coupled for establishing a power transmissionpath from said input shaft to said output shaft, said shifting clutchand said motor generator being controlled upon changing of said powertransmission path from a first coupling to a second coupling, forreducing a shifting shock, said power transmission being switchablebetween an automatic shifting mode in which transmission speed ratio isautomatically selected based on a predetermined set of shiftingcharacteristics and a manual shifting mode in which transmission speedratio is manually selected by a manual shifting operation, and saidshifting clutch being responsive to said power transmission switchingbetween said automatic shifting mode and said manual shifting mode, andwherein a magnitude of shifting-shock reduction by said shifting clutchis different between said automatic shifting mode and said manualshifting mode.
 2. A control system for an automotive vehicle accordingto claim 1, wherein said reduction magnitude of shifting shock in saidmanual shifting mode is smaller than that in said automatic shiftingmode.
 3. A control system for an automotive vehicle according to claim1, wherein a period of switching coupling between said gear and saidmating clutch from said first coupling to said second coupling is variedbetween said manual shifting mode and said automatic shifting mode.
 4. Acontrol system for an automotive vehicle according to claim 1, wherein aperiod for switching coupling between said gear and said mating clutchfrom said first coupling to said second coupling is shorter in saidmanual shifting mode than that in said automatic shifting mode.
 5. Acontrol system for an automotive vehicle according to claim 1, whereinsaid motor generator is controlled in said automatic shifting mode andis not controlled in said manual shifting mode.